U.S. patent number 5,647,534 [Application Number 08/532,460] was granted by the patent office on 1997-07-15 for device for heating an interior of an electric vehicle.
This patent grant is currently assigned to Mercedes-Benz AG. Invention is credited to Michael Kelz, Wolfgang Odebrecht.
United States Patent |
5,647,534 |
Kelz , et al. |
July 15, 1997 |
Device for heating an interior of an electric vehicle
Abstract
The invention relates to a device for heating the interior of an
electric vehicle having an air-cooled high-temperature battery.
Waste heat form the battery is supplied to the interior via a
liquid circuit having a heat exchanger which can be controllably
bombarded by the waste air from the battery and by fresh air. The
liquid circuit is also connected to and cools heat-generating
components of the electric drive system.
Inventors: |
Kelz; Michael (Aidlingen,
DE), Odebrecht; Wolfgang (Sindelfingen,
DE) |
Assignee: |
Mercedes-Benz AG
(DE)
|
Family
ID: |
6528895 |
Appl.
No.: |
08/532,460 |
Filed: |
September 22, 1995 |
Foreign Application Priority Data
|
|
|
|
|
Sep 22, 1994 [DE] |
|
|
44 33 836.8 |
|
Current U.S.
Class: |
237/12.3B;
429/120; 165/80.4; 165/43; 180/65.8 |
Current CPC
Class: |
B60K
1/04 (20130101); H01M 10/667 (20150401); H01M
10/6563 (20150401); B60L 1/02 (20130101); B60H
1/00392 (20130101); B60H 1/143 (20130101); H01M
10/66 (20150401); B60L 1/003 (20130101); B60H
1/22 (20130101); B60L 3/0084 (20130101); B60L
50/51 (20190201); B60L 3/0061 (20130101); B60L
3/003 (20130101); B60L 58/26 (20190201); H01M
10/613 (20150401); B60H 1/00278 (20130101); B60L
2270/44 (20130101); B60L 2240/34 (20130101); B60L
2270/46 (20130101); Y02T 10/70 (20130101); B60H
2001/00307 (20130101); Y02E 60/10 (20130101); H01M
10/39 (20130101); B60L 2240/36 (20130101) |
Current International
Class: |
B60H
1/00 (20060101); B60K 1/04 (20060101); B60L
11/18 (20060101); B60H 1/22 (20060101); H01M
10/50 (20060101); H01M 10/42 (20060101); H01M
10/36 (20060101); H01M 10/39 (20060101); B60H
001/04 () |
Field of
Search: |
;237/12.3B,12.3A
;165/42,43,80.4 ;180/65.1,65.8 ;429/120 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
|
|
|
|
|
|
|
26 38 862 |
|
Mar 1978 |
|
DE |
|
42 26 781 |
|
Feb 1993 |
|
DE |
|
WO94/11212 |
|
May 1994 |
|
WO |
|
Primary Examiner: Tapolcai; William E.
Attorney, Agent or Firm: Evenson, McKeown, Edwards &
Lenahan P.L.L.C.
Claims
What is claimed is:
1. Device for heating an interior of an electric vehicle having an
air-cooled high-temperature battery, comprising:
a liquid circuit;
a first heat exchanger coupled in thermal communication with said
liquid circuit;
means for controlling a flow of fresh air through said first heat
exchanger and for controlling a flow of exhaust air from said
battery through said first heat exchanger; and
a second heat exchanger arranged in said liquid circuit for
transferring heat to air in an interior of said electric
vehicle;
said liquid circuit being coupled in thermal communication with
heat generating components of an electric drive system of said
electric vehicle to absorb waste heat therefrom, at a point
downstream from said second heat exchanger relative to a flow
direction of said liquid circuit.
2. Device according to claim 1 wherein the liquid circuit has a
controllable by-pass duct which bypasses the second heat
exchanger.
3. Device according to claim 1 wherein air can be led between the
high-temperature battery and the first heat exchanger wholly or
partially under circulating-air operation.
4. Device according to claim 2 wherein air can be led between the
high-temperature battery and the first heat exchanger wholly or
partially under circulating-air operation.
5. Device according to claim 1 wherein the liquid circuit, further
comprises a heat accumulator upstream of the second heat
exchanger.
6. Device according to claim 1 wherein the liquid circuit further
comprises a heat accumulator in front of the heat generating
components.
Description
BACKGROUND AND SUMMARY OF THE INVENTION
The invention relates to a device for heating an interior of an
electric vehicle by using the waste heat from an air-cooled
high-temperature battery.
From German Offenlegungsschrift 26 38 862, it is known in electric
vehicles to employ the lead battery also as a heat accumulator.
Prior to commencement of the journey, the battery block heats up to
an elevated temperature and the stored heat energy is used to heat
the vehicle during running. The heat of the battery block can be
evacuated by a liquid circuit or by air-cooling of the battery.
Due to their relatively high energy density, so-called
"high-temperature batteries" are preferred for planned electric
vehicles. Depending on the operating conditions, such batteries
must be more or less heavily cooled. In this context, it is known
from DE 42 26 781 A1 to provide in the vehicle a heat-carrier
circuit with a liquid heat-carrier medium. This arrangement absorbs
the waste heat from both the electric drive system and the
high-temperature battery, which is linked via a fluid circuit with
heat exchanger to the heat-carrier circuit. The waste heat thus
absorbed is evacuated via a heat exchanger which is usable as a
heating element for the vehicle interior, to the air of the vehicle
interior.
One object of the invention is to enable the high-temperature
battery of a vehicle to be air-cooled in a manner which is simple
and relatively highly reliable. Another object of the invention is
to ensure that, in making use of the heat of the air emanating from
the battery, a sufficient reduction in temperature is achieved
relative to the (in some circumstances) high operating temperature
of the battery, the intention being to create an advantageous
design in overall terms.
This object is achieved according to the invention in which waste
air from the high-temperature battery is conveyed in a controllable
manner to a first heat exchanger, which can also be controllably
bombarded with fresh air. The first heat exchanger is arranged as
part of a water or liquid circuit which has a further heat
exchanger for the delivery of heat to air of the interior and is
connected, downstream from this further heat exchanger (in the flow
direction of the liquid), to heat generating components, e.g.
voltage transformer or controller and electric motor, of the
electric drive system, to absorb the waste heat from these
components.
The invention is based upon the general concept of transferring the
heat of the waste air from the high-temperature battery to a water
or liquid circuit, so that the high-temperature battery may be
reliably air cooled, while the heat of the battery, (in virtually
any desired arrangement within the vehicle) is transferred to the
interior without significant losses. These advantageous results can
be achieved because the liquid flowing in the circuit, particularly
water, is capable of transporting large quantities of heat, even
with a low quantity of liquid since the, liquid conduits may be
insulated with no great effort against heat loss.
The overall design remains desirably uncomplicated, since the
liquid circuit, for its part, is also used for heat absorption and
hence cooling of heat generating components of the electric drive
system. This is readily possible, since the temperature of the
liquid, given an appropriate design layout, remains relatively low
even during heating operation at maximum power.
Where no heating is required, the liquid circuit can serve solely
to cool the components of the electric drive system, since the
first heat exchanger, where appropriate, can also be bombarded with
fresh air to the extent necessary to evacuate the heat. Moreover,
for this purpose, according to a preferred embodiment of the
invention, the liquid circuit may be provided with a controllable
by-pass duct which bypasses the further heat exchanger, so that the
interior, where appropriate, is supplied with no heat
whatsoever.
In addition, provision is expediently made to allow air to be led
between the battery and the first heat exchanger wholly or
partially under circulating-air operation, so that the waste heat
from the battery, where appropriate, can be transferred fully into
the liquid circuit.
Where appropriate, a further heat accumulator can be disposed in
the liquid circuit to provide temporary storage for heat which is
not required for heating purposes.
Other objects, advantages and novel features of the present
invention will become apparent from the following detailed
description of the invention when considered in conjunction with
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is schematic representation of the heating system according
to the invention; and
FIG. 2A-2D show an air-conducting and flap system for controlling
the air flow in the battery and at the first heat exchanger in
various operating modes.
DETAILED DESCRIPTION OF THE DRAWINGS
According to FIG. 1, a high-temperature battery 1 possesses an air
intake 2 and an air outflow 3, so that, by means of a blower 4,
cool air can be blown through the high-temperature battery 1.
By means of an air-control and flap system 5, (explained further
below) the battery 1 is supplied with cool fresh air which, after
having been heated in the battery 1, is blown away outwards.
Alternatively, under circulating air operation the heated waste air
from the battery 1 can be conveyed wholly or partially to the
suction side of the blower 4 through a heat exchanger 6, which is
arranged as part of a water circuit 7 and which (where appropriate)
can be directly bombarded with cool fresh air by means of a further
blower 8 (or indeed by convection).
The water circuit 7 possesses a circulating pump 9, behind which a
heat accumulator 10 and a further heat exchanger 11 are disposed. A
control valve 12 is provided between the heat accumulator 10 and
the heat exchanger 11, in order, where appropriate, to conduct the
water emanating from the circulating pump 9 into a bypass conduit
13 leading past the heat exchanger 11.
The heat exchanger 11 serves to deliver heat from the water to the
air of a vehicle interior (or to the air supplied to the vehicle
interior), in order, where appropriate, to heat the interior.
Heat-generating components 14 of the electric drive system are
disposed upstream of the heat exchanger 6 in the flow direction of
the water. In this manner, heat from these components can be
evacuated by the water so that the water circuit 7 serves as a
cooling circuit. Also, where appropriate, waste heat from these
components 14 is also made available for heating purposes.
The air-control and flap system 5 possesses an air chamber 15
(FIGS. 2A-2D) which accommodates the heat exchanger 6 and two air
inlets 16' and 16". The air inlet 16' is constantly connected to
the air intake 2 of the high-temperature battery 1, while the air
inlet 16", (which provides fresh air to the heat exchanger 6, where
appropriate) can be shut off by a flap 17. Two air outlets 18' and
18" are provided, with flaps 19 and 20 by which waste air emanating
from the air outflow 3 of the high-temperature battery 1, is blown
via the air outlet 18' in the outward direction or is conduct
wholly or partially to the heat exchanger 6. Alternatively flaps 19
and 20 can be set either to evacuate the air emanating from the
heat exchanger 6 via the air outlet 18" in the outward direction or
conduct it wholly or partially to the air intake 2 of the battery
1.
The flaps 17, 19 and 20 can be adjusted in various ways:
In Diagram A of FIG. 2, the flaps are adjusted so that the battery
1 is constantly supplied with fresh air, and the waste air
emanating from the battery 1 is constantly evacuated outwards,
whilst, at the same time, fresh air flows constantly through the
heat exchanger 6 and is then conducted outwards. In this operating
mode, the battery 1 is therefore constantly cooled, and the water
circuit 7 serves solely to cool the components 14.
In Diagram B of FIG. 2, the flaps 17, 19 and 20 are adjusted such
that, on the one hand, no fresh-air is supplied to the heat
exchanger 6 and, on the other hand, all of the waste air from the
high temperature battery 1 is returned to its air intake 2. The
heat of the battery 1 is thus fully transferred to the heat
exchanger 6, and hence into the water circuit 7, so that this heat
can be fed wholly or partially into the heat accumulator 10 and/or
supplied to the heat exchanger 11 for interior heating. At the same
time, the water circuit 7 continues to cool the components 14, the
waste heat from which serves to preheat the water on the intake
side of the heat exchanger 6
In Diagram C of FIG. 2 part of waste air emanating from the battery
1, circulates through the heat exchanger 6, so that the battery 1,
at the air intake 2, is also supplied with a corresponding
proportion of fresh air.
Diagram D of FIG. 2 shows that the flaps 17, 19 and 20 may be set
in fundamentally any desired intermediate positions, so that a
corresponding combined operation is enabled. In this manner the
heat exchanger 6 receives both waste air from the battery 1 and
fresh air; the air flowing away from the heat exchanger 6 is wholly
or partially evacuated outwards or is conducted to the air intake 2
of the battery 1.
Contrary to the represented embodiment, the air inlets 16' and 16",
as well as the air outlets 18' and 18", can respectively be
disposed directly next to each other on the same side of the air
chamber 15 or indeed as parts of a single air inlet or single air
outlet respectively.
In order to avoid accumulations of dirt, dust, pollen or the like
in the battery 1 or in the airways, it is expedient to provide
corresponding air filters at the air intakes of the device and/or
at the air intake of the battery 1 or of the blower 4.
In the example shown in FIG. 1, an air filter 21 is disposed on the
intake side of the blower 4.
Although the invention has been described and illustrated in
detail, it is to be clearly understood that the same is by way of
illustration and example, and is not to be taken by way of
limitation. The spirit and scope of the present invention are to be
limited only by the terms of the appended claims.
* * * * *